4x4 Mag - Jeep/Land Rover/Hybrid

Hybrid ... CJ ... Land Rover ... custom chassis ... what is it ?

Every now and then you come across an off-roader that really seems quite different, whether it's an innovative engine transplant, such as the guy with the SJ410 with the Rover V8 engine, or a Series One body on a Range Rover chassis. Anyway, this particular motor is really unusual and the developments to-date have resulted in an interesting off-roader with lots of useful modifications for off-road and on-road use.

The story began over three years ago when seasoned Land Rover and Range Rover owner Gino decided he had had enough of the various shortfalls of these relative vehicles, inparticular when it comes to towing and off-roading. He also wanted something completely different and an ultimately 100% reliable machine. What better way than to create the design brief yourself and then fabricate the vehicle. Now not everyone has the funds and the ability to make a bespoke off-roader, and that's where Gino has the advantage. He's involved in auto salvage so he can pick up the bits at his leisure. He's also a clever guy and the skills of his labour are evident after close examination of the final product. Over the years he collected a veritable feast of desirable parts for an off-roader, the pinnacle being a "written-off" 1997 300Tdi Land Rover Defender 90, with only 3,000 miles on the speedo. That donor provided the running gear, the transmission and engine and the clocks and switchgear for the dashboard. Everything else was thrown away ... what about the chassis I hear you say ? Well we'll save that until a bit later, because Gino always wanted a CJ Jeep, hence the rather glamorous pearlescent blue paint work, the fibre glass body provided by Eagle Cars. What's interesting is that the Jeep hard top weighs just as much as the complete fibre glass body, so were're looking at a better power-to-weight ratio than with the standard 90 configuration. The windscreen glass came from the 90, the surround and stainless "piano hinge" designed and fabricated by the maestro himself.

Well this guy also collected Classic Jags so he was used to his creature comforts, so inside the cabin is enhanced by comfortable leather seats from a Saab 900 Turbo with the safety of a full internal roll cage and three point safety harnasses. He also like the "grunt" that such motors afforded those enthusiastic with the right foot, and looking out through the windscreen the view is rather dominated by that huge scoop on the bonnet, but what does that scoop do? Well, looking closer under the bonnet we discover that the engine is mounted higher than standard to give increased front axle movement and also to cope with the different shape of the engine compartment.

The CJ grill is taller than it is wide, the Defender being the opposite, so our man has mounted the radiator vertically. Of course internal modifications where necessary for such with the baffles being removed and the header tank tube relocated. The Intercooler is now relocated to the side and rear of the engine compartment and the scoop is designed to force the air over it during forward motion. Not satisfied with that modification Gino has also mounted a 12" Kenlowe infront of the intercooler which is switched on when off-roading in order to give a cool air boost over the intercooler, and that makes some difference to the throttle response when chugging around off-road.

Any one who regularly uses a 90 will know that the fuel tank is too small for long journeys and regular re-filling is required, and that the tank is located in a potentially vulnerable location when serious off-roading is called for. Gino fabricated a fuel tank with a 100 litre capacity out of 3mm steel plate and placed it at the rear of the vehicle behind the rear axle, rather than in the conventional location between the axles under the driver's seat. We notice that the new TD5 tank is located at the rear, perhaps the guys at Land Rover got the inspiration from Gino's vehicle !

Perhaps the most major innovative achievement with this vehicle is the chassis. Many people have cut and strengthened standard Rangie and Landie chassis to suit their requirements, several folk build "special" chassis for special applications, but in this instance the chassis is completely home grown, designed and fabricated by Gino. It is based on 4x2 box section 3mm steel. Now that's got some strength, it's evident that he built this machine to last, to take the rigours of off-roading and also serious on-road towing. He also conceived the chassis with front and rear winch mounts, so these have been built into from the drawing board stage, and this special sports front and rear Husky winches, one for every eventuality.

Towing accident damaged cars is a primary role here, and some ingenious towing equipment comes as standard. The rear suspension is upgraded by having twin springs, an internal "helper" spring takes up the extra load of heavy trailers. Standard off-road towing equipment is a high mounted Nato towing eye. This is quickly demountable and replaced by an adjustable height Dixon-Bate system with the advantage of laterally mounted forward facing braces attached to special brackets on the rear of the chassis, rather akin to the three-point linkage idea on an agricultural tractor. Again this was thought out at the drawing board stage, not a later addition.

Everyone with a 90 or 110 knows that once a trailer is attached you can loose much of the rear door opening facility, and there aren't many older Defenders which don't have dints in the bottom of the rear door ! To get round this Gino designed an attachment whereby the spare wheel lifts up and out of the way, pivoting on a sturdy bracket with brace. Oh, and talking about wheels, as you might expect these are special too. Fabricated from alloy to a unique design they have 1.5" more offset than the standard and Rover 90 fitment and give the vehicle a wider stance.

Future modifcations include a twin shocker system all round and replacing the BFG 265-75 x 16 All Terrains with BFG Mud Terrains and installing ARB locking differentials front and rear. We'll endeavour to up-date you in future as to what transpires.

Whilst as we said the story started three years ago the actual build time took amazingly less than eight weeks, instigated by a rather sudden requirement to travel to Grand Canary due to work committments. Oh what a chore I hear you say having to work in such an arduous climate ! Anyway the vehicle is back in the UK now and you may see it on-road around the North East of England and in particular the Hull area sometime or showing what it can do at an off-road event. Normally at the end of this kind of article you read something to the effect that the owner is now open to offers on his machine due to a new project. Well we can assure you that Gino is not interested he is particularly delighted with his bespoke CJ / LR / Custom Chassis / Hybrid, whatever ... !